Railed vehicle with bodies and at least one chassis
A railed vehicle with bodies and at least one chassis is disclosed, rotatably mounted about a vertical axis, whereby rotating coupling elements are provided between chassis and body. At least two tie rods (6, 7, 6′, 7′, 27, 28, 29) with predetermined spring rate and damping are arranged as torque coupling elements between chassis (1, 26) and body, with a predetermined separation in the transverse direction of the chassis. The tie rods (6, 7, 6′, 7′, 27, 28, 29) are each flexibly connected to brackets (9) on the body, at one end and to a transverse support (2) of the chassis frame, at the other end. A tie rod (6, 7, 6′, 7′, 27, 28) comprises a universal housing, with a shell (12) and end head pieces (13, 14), which guides a push-/pull-rod (11), whereby, within said universal housing at least one friction ring set is mounted and which can be operated by a push-/pull-segment (18) of the push-/pull-rod (11).
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The invention relates to a rail vehicle with a car body and at least one bogie which is mounted for rotating about a vertical axis of rotation.
Multi-unit rail vehicles, such as trams for example, have high wheel set guiding forces of the leading wheel owing to the rotary coupling of the bogie to the car body about the vertical axis of rotation and as a result of the arrangement of the unit elements of the car body in conjunction with the length of the car overhang of the head assembly and end assembly. These wheel set guiding forces increase as the travel speed increases and the length of the overhang arc decreases. The wheel set guiding forces can be reduced by elastically adjusting the rotational rigidity between the bogie and the car body. The difficulty is to implement the necessary elasticity at the required force level and the high power density in the limited installation space available.
Generally known rubber metal components which are used as rotary coupling elements are not sufficiently durable given the required density.
The invention is based on the object of specifying an improved rotary coupling of the at least one bogie to the car body and a rotary coupling element suitable for this purpose, for a rail vehicle.
This object is achieved according to the invention by the use of rotary coupling elements provided between the bogie and car body to provide rotary stiffness and rotary damping.
The advantages which can be achieved with the invention consist, in particular, in the fact that the proposed rotary coupling element implements the necessary elasticity at the required high force level and with the high power density in the limited installation space available, and at the same time has a long service life. In addition to the effect of the spring stiffness, the dynamics of the vehicle are significantly improved by the relative movement damping which is achieved. Overall, this significant reduction in the wheel set guiding forces is obtained. The proposed friction rings of the coupling rods implement spring stiffness and damping in a single element. However, as an alternative to this, it is also possible to implement spring stiffness and damping in separate components (coupling rods). A further alternative to this is to embody the rotary coupling element as a hydraulic suspension and damping element.
The coupling rods which are proposed as rotary coupling elements additionally perform the function of transmitting the longitudinal forces arising from the acceleration and deceleration of the vehicle.
Advantageous embodiments of the invention are defined in the subclaims.
Further advantages of the proposed rotary coupling elements emerge from the following description.
The invention is explained in more detail below by means of the exemplary embodiments illustrated in the drawing, in which:
According to the invention, two coupling rods 6, 7 with predefined spring stiffness and predefined damping are provided as rotary coupling elements between the bogie 1 and car body. They are arranged at a distance from one another viewed in the transverse direction of the vehicle. The articulated attachment of these coupling rods 6, 7 is effected by means of first mounting devices 8 on brackets 9 of the car body on the one hand and by means of second mounting devices 10 on the transverse carrier 2 of the bogie frame on the other.
The second frame end 14 has a drilled hole for guiding the push/pull rod 11. That end of the push/pull rod 11 which engages through this drilled hole has a second attachment device 17 which is suitable for articulated engagement of the second mounting device 10 mentioned above. The section of the push/pull rod 11 which is guided within the universal casing is provided in the center with a push/pull element 18 which has an outer diameter which is adapted to the inner diameter of the sleeve 12. The inner space of the universal casing is divided into two subspaces of approximately the same size by the push/pull element 18.
The first outer friction rings or a first outer friction ring set 19 and first inner friction rings or a first inner friction ring set 20 are arranged in the first subspace, the two first friction ring sets 19, 20 being arranged concentrically in the first subspace and being separated from one another by means of an intermediate sleeve 21. In the same way, second outer friction rings or a second outer friction ring set 22 and second inner friction rings or a second inner friction ring set 23 are arranged in the second subspace, the two second friction ring sets 22, 23 being arranged concentrically in the second subspace and being separated from one another by means of an intermediate sleeve 24.
If owing to the deflection of the bogie 1 or of the bogie frame 2, the coupling rod 6 or 7 is compressed as in
If, on the other hand, the push/pull rod 11 according to the drawing is moved upward, the movement space 25 being made larger, the same effect occurs at the friction rings or friction ring sets 22, 23 in the second subspace as when the rod 11 moves down in the case of the rings 19, 20 in the first subspace. The energy conversion from kinetic energy into thermal energy thus takes place in the second subspace. The friction rings 19 and 20 of the first subspace are not involved here either.
As already mentioned above, the proposed solution preferably provides that, in addition to the spring stiffness, damping parallel to the spring stiffness has a positive influence on the reduction of the wheel set guiding forces. Desired spring stiffness and desired damping are advantageously implemented by means of a single structural element, the friction rings or friction ring sets. This is a very space-saving and weight-saving solution. The friction rings supply the desired spring stiffness by virtue of their elastic widening, and the desired damping as a result of the pushing on associated with friction.
The embodiment shown in
Overall, the desired spring characteristic curve can thus be set in a variable way in a universal casing by selecting the type and number of friction rings, it being possible to act on the available installation space in a variable fashion in each case by the arrangement of the friction rings (concentric or non-concentric, with a single action or dual action). This variability which is achieved is very useful because different spring characteristic curves which are appropriately adjusted for different vehicles are necessary owing to changes in the geometry and the mass distribution of the vehicle. For example, a spring characteristic curve may be required in which the final force is increased with a greater spring travel. On the other hand, for a different application case it may be necessary for the final force to be reduced with a longer spring travel. All the combinations of spring travel in relation to final force can thus be implemented, i.e. the invention permits these different requirements which are specific for respective application cases to be met in a cost-saving way.
To prestress the friction rings it is possible to use slotted friction rings or an additional helical spring. The slotted friction rings are friction rings which are not closed in the circumferential direction but are rather slotted. The helical spring would be arranged centrically on both sides around the push/pull rod 11 in the space between the push/pull rod 11 and the inner friction rings (friction ring set 23) in the axial direction.
Claims
1. A rail vehicle with a car body and at least one bogie which is mounted for rotating about a vertical axis of rotation, rotary coupling elements being provided between the bogie and car body, wherein the rotary coupling elements comprise at least two telescopic couplings which are arranged at a distance from one another in the transverse direction of the vehicle and which have a predefined spring stiffness and damping, each of the telescopic couplings having a first and second end spaced apart from one another in the longitudinal direction.
2. The rail vehicle as claimed in claim 1, wherein the predefined spring stiffness and the damping of the rotary coupling elements are implemented by means of separate components.
3. The rail vehicle as claimed in claim 1, wherein the telescopic couplings are attached, in each case in an articulated fashion, to brackets of the car body on the one hand and to a transverse carrier of the bogie frame on the other.
4. The rail vehicle as claimed in claim 1, wherein at least one of the telescopic couplings has a universal casing comprising a sleeve and frame ends at the ends, the universal casing guiding a push/pull rod, at least one friction ring set, which can be actuated by means of a push/pull element of the push/pull rod, being mounted within the universal casing.
5. The rail vehicle as claimed in claim 4, wherein at least one of the friction rings sets comprises a dual-action friction ring set.
6. The rail vehicle as claimed in claim 4, wherein at least one of the friction ring sets comprises at least two friction rings sets which are each single-action friction ring sets.
7. The rail vehicle as claimed in claim 5, wherein at least one of the friction ring sets comprises at least two concentrically arranged friction ring sets.
8. The rail vehicle as claimed in claim 4, wherein at least one of the friction ring sets comprises a helical spring for prestressing the friction rings.
9. The rail vehicle as claimed in claim 4, wherein at least one of the friction ring sets comprises slotted friction rings for prestressing the friction rings.
10. The rail vehicle as claimed in claim 1, wherein the telescopic couplings comprises hydraulically acting coupling rods.
11. The rail vehicle as claimed in claim 10, wherein the telescopic couplings include a fluid which can be compressed within certain limits and which is located in an interior space which is bounded by a fluid casing and a piston of a push/pull rod.
12. A rail vehicle with a car body and at least one bogie which is mounted for rotating about a vertical axis of rotation, comprising at least two coupling elements spaced apart in the transverse direction of the vehicle, a first end of the coupling elements having an articulated connection to the car body and a second end of the coupling elements having an articulated connection to the bogie, the coupling elements having a predefined spring stiffness and damping acting substantially in a longitudinal direction of the vehicle.
13. The rail vehicle as claimed in claim 12, wherein the first end of the coupling elements are attached to brackets connected to the car body and the second end of the coupling rods are attached to a transverse carrier of the bogie frame.
14. The rail vehicle as claimed in claim 12, wherein the coupling rods comprise a compressible structure wherein compression of the coupling elemtents is controlled by at least one friction ring set.
15. The rail vehicle as claimed in claim 12, wherein the coupling rods comprise a extendable telescopic structure wherein extension of the coupling elements is controlled by at least one fiction ring set.
16. The rail vehicle as claimed in claim 15, wherein at least one of the friction ring sets comprises at least two concentrically arranged friction ring sets.
17. The rail vehicle as claimed in claim 15, wherein at least one of the friction ring sets comprises a helical spring for prestressing the friction rings.
18. The rail vehicle as claimed in claim 15, wherein at least one of the friction ring sets comprises slotted friction rings for prestressing the friction rings.
19. The rail vehicle as claimed in claim 12, wherein the coupling elements comprise hydraulically acting coupling elements containing a fluid which can be compressed within certain limits.
20. The rail vehicle as claimed in claim 12, comprising wherein the predefined spring stiffness and the damping of the rotary coupling elements are implemented by means of separate components.
21. A rail vehicle with a car body and at least one bogie which is mounted for rotating about a vertical axis of rotation, rotary coupling elements being provided between the bogie and car body to provide rotary stiffness and rotary damping, wherein the rotary coupling elements comprise at least two telescopic couplings which:
- extend in the longitudinal direction of the vehicle,
- are articulated to the vehicle body and to the bogie,
- are arranged at a distance from one another in the transverse direction of the vehicle, and
- have a predefined spring stifftncss and damping.
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Type: Grant
Filed: Feb 28, 2001
Date of Patent: Aug 2, 2005
Patent Publication Number: 20030221581
Assignee: Bombardier Transportation GmbH (Berlin)
Inventors: Reinard Pieper (Kirchhundem), Guido Bieker (Kirchhundem)
Primary Examiner: S. Joseph Morano
Assistant Examiner: Robert J. McCarry, Jr.
Attorney: Howrey, LLP
Application Number: 10/220,420